Engine-primer



C. G. FREDRICKSON.

ENGINE PRIMER.

APPLICATION FILED APII.--1, 1919.

ATOR NE YS C. G. FHEDRICKSON.

ENGINE PRIMER.v APPLlcA'TloN FILED APR. 1. 1919.

1 ,343,555, Patented June 15, 1920.

5 SHEETS-SHEET?.

JN V EN TOR.

A TTORNE YS C. G. FREDRICKSON.

ENGINE PRIMER.

APPLICATION FILED APR. 1, 1919.

Y Patented June 15, 1920.

5 SHEETS-SHEET 3.

f f Vw ATTORNEYss C. G. FREDRICKSON.

ENGINE PRIMER.

APPLlcATloN FILED APR.1,.1919.

wm. 5M N0 R .HH 5 m mm. m 1N Tow l @s n n QI/ m e P 3 3 D y il, J ,g E d, I ,J/ 5 F M 3, f/ 4 3, 1

C. G. FREDRICKSON.

ENGINE PRIMER.

APPUCATION FILED APR-1,1919.

Fs. I2

www

A T'TORNAEYeS` UNITED STATES P A TE NT O F'FICE CARL G. FREDRICKSON, OF WALTHAM, MASSACHUSETTS.

ENGINE-PRIMER.

To all Iwlw/n 'it may Concern Be it known that I, CARL G. FnnnnrcnsoN,'a citizen of the United States, residing at -VValtham, in the county ofMiddleseX and State `of Massachusetts, have invented certain new and useful Improvements in Engine-Primers; and do declare the following to be a full, clear, and exact description of the invention, such as will enable l others skilled in the art to which it appertains to make and'use the same.

My invention has for its principal object to provide a simple and eflicient device which may be used for rpriming automobiles and other motors to insure easy starting, `novel provision being made for admitting a rangement of parts hereinafter fully described and claimed, the descriptive. matter being supplemented by the drawing `described below.

Figure, 1 is a-vertical section of the device showing the priming valve in closed position.

Fig. 2 is a similar view showing the valve in open position. Fig. 3 is a top plan view of the device.

Fig. 4 isa bottom plan view thereof.

Fig. 5 shows in elevation the priming needle.

Fig. 6 represents the air needle seat.

Fig. 7 represents the air needle.

Fig. 8 is an enlarged detail view showing the air needle in closed position'. i

Fig. -9shows the airneedle in open position. Y

Fig. 10 represents in detail the lever for .operating the air needle.

Fig. 11 is a detail view of the lever for operating the priming needle.

Fig12isafrontelevation of ra gage to be Specification of Letters Patent. Patented June 15 1920.

Application led April 1, 1919.

Serial No. 286,678.

mounted on the dash of automobiles or the like.

Fig. 13 is a top plan view of the Vgage and indicating handle. l

Fig. 14 is a side elevation of the gage, and

rods for operating the air and priming needles.

Briefly speaking, the priming device consists of a receptacle 141 for liquid ether, alcohol, petrol, gasolene or any other suitable priming liquid, a valve 9 for controlling the discharge of the priming liquid from the receptacle 11 into the intake manifold of the motor, an air passage 15 communicating with the outlet 14 of the priming liquid, a valve 19 for' controlling the admission of air, and operating means for the two valves.

The receptacle 11 is by preference constructed of a cylindrical wall of glass, a top 25, anda bottom 40, tie bolts 12 being provided to draw said top and bottom tight against gaskets 16 which are interposed between them and said wall. Preferably,

- though not necessarily, the top and bottom 25 and 40 are formed of brass, and said bottom is provided with an integral depending nipple 26 in which the passage 14 is formed, said nipple being threaded at 41 for tapping into the top of the intake A manifold of the motor. The top 25 is provided with a lateral ear 42 having an opening receiving the upper end of the passage 15, which passage is formed by an L-shaped tube, threaded at its lower end into the side ofthe nipple 26 as seen .at 43. The' ear 42 forms an anchorage for the upper end of the tube and prevents any turning thereof which would have a tendency to loosen the threaded connection 43.

rllhe valve 9 preferably consists of a vertical stem passing through the receptacle 11 and sliding through an opening 44 on the top thereof, the lower end of said stem being reduced to form a needle 45 sliding through the reduced entrance end 46 of the passage 14, and at the juncture of the reduced stem end 47 with the body of the stem, a conical formation 48 is provided which forms a plug to tightly close the passage end 46 when the stem is in lowered position. However, I

when the stem in question is raised. one or more longitudinal ports 10 with which its reduced end 45 is provided, permit `a quantity admit fresh air to the engine cylinders.

is of particularA advantage in wet weather,

of the priming liquid to run from the receptacle 11 into the intake manifold through the passage 14. At the same` time, a longitudinal port 17 in the upperV end of the stem moves partly above the top 25 and thus admits Vatmospheric air to insure the free discharge of the priming liquid. v

For operating the va ve 9, a bell crank leverG is shown, said lever being Afulcrumed at 27 to a lug 21 rising from the receptacle top 25, and a pull rod or the like 2 leads from the upper end ofthe bell ci'ank to a point within easy reach of the driver, if the motor beprovided with a self-starter, and if not this rod'may well lead forwardly to be operated while cranking the motor.` A spring 4 is shown connected with the bell crank V6 for normally holding it in such position Vas to close the valve 9, andthe spring may well be anchored'to a lug 8 on Vthe receptacle top 25.` Also, a'stop rod' is of the spring 18 which normally seats said valve. For operating the valve 19, I prefer to employ a bell crank 7 which vwill in most cases be adjustably connected to the stem by meansl of nuts or the like 20. A rod or the like 1, leading to a point within reach of the driver, or to any other preferred point,

is provided for operating the bell Vcrank 7 to Vcontrol the valve 19.

A one-way connection 3, preferably of linked Jformation, is provided between the two bell cranks 6V and 7 andit will thusbe seen that when rod 2 is operated to open the valve 9 the lever 7 will be simultaneously 4moved tofopenV the valve 19. This simultaneously admits a quantityof the priming liquid and suiiicient fresh air to insure easy starting, it being well known that the foul n airin the engine cylinders will not miX with i the fuel and 'form asA easily a combustible mixture, as quickly as fresh air. After the motor has started,thc rod 2 is released to allow the spring 4 to close the valve 9, but if desired, the valve 19 may remainopen to This but at other times it is also advisable to allow an auxiliary quantity of fresh air to enter.

As above suggested, the receptacle 11 may be filled with any adequate priming liquid and. for illustrative purposes, I have shown a screw plug 23 in the top 25 for filling said receptacle.

The operating rods 1 and 2 are preferably extended up thro'ugh'the dash-board of the automobile, the rod 2 being provided with a knob 39 while the i'od 1 is connected to a bell crank lever 33 secured at 34 to a plate 32 fwhich is mounted on the board 38 by means of screws or the like 35, said bell crank having a combined operating knob and indicator 37 for cooperation with the gage or graduated dial 36.

The operator having found 'through VeX- perience', the point at which the valve 19must befadjusted for efficient operation, and said point' being 'indicated on the graduated dial, can set the indicator at the proper point, for best results. f

From the foregoing, taken in connection with theaccompanying drawing, it will be seenthat. althoughmy invention is of simple and inexpensiveV nature,it will be highly eiiicient and in every way desirable, and since probably the best results may be obtained from the details disclosed, they may well be followed. However, it is to be understood that the present disclosure shows only `one manner in which the device may be constructed as evidenced by the scope of the invention claimed.

I claim:

1. In a priming device for internal comi bustion engines, a receptacle for the priming liquid having an outlet in its bottom, a valve for controlling the discharge of the priming liquid from said receptacle into said outlet,

an air supply passagev leading to said outlet' from the atmosphere, a valve for controlling the entrance of air through said passage, and mea-ns for opening the two valves simul taneously'from a single handcontrol or for open-ing the air controlling valve independently of the other. v Y

2. VIn a priming device for internal combustion engines, a receptacle for the primvalve for controlling the: discharge of the priming liquid from said Vreceptacle kinto said outlet, an air supply passage leading to said outlet from the atmosphere, a valve for controlling the entrance of air through said passage, levers fulcrumed on said receptacle vand connected respectively with the two valves, independent hand controls for said levers, and a Oneway connectionV for` operating the lever of the air controlling valve from the other lever. V i

c 3. In a priming device for internal combustion engines, a receptacle for the priming liquid, said receptacle having a removable top provided with a lateral, apertured ear,

ing liquid having an outlet initsbottom, a y

an outlet nipple depending from the Vlower end vof said receptacle for communication with the intake manifold of the engine, a valve for controlling the discharge of liquid through said nipple, and an L-shaped air supply tube on the exterior of said receptacle having` its lower end threaded in and communicating with said nipple and having its upper end held by said apertured ear.

4. In a priming device for internal combustion engines, a receptacle orthe priming liquid having an outlet in its lower end, and a valve stem Whose lower end normally closes said outlet and Whose upper end slides 10 In testimony whereof I have hereunto 15 Set my hand.

,ARL G. FREDRICKSON. 

